Gaglio



July 7, 1953 d l o. GAGLlo 'l 2,644,438

sEMIAUIoMATIc IGNITION coNIRoL- DEVICE Filed Sept. 29, 1950 5Sheets-Sheet 1 INVENTOR OSWALD GAGLIO O. GAGLlO SEMIAUTOMATIC IGNITIONCONTROL DEVICE July 7, 1953 f5 sheets-sheet -2 Filed Sept. 29, 1950INVENTORl oswALD GAGLIO July 7; 1953 0.1'GAGLI0 2&544438 l mm'ron'rrcIGNITION CONTROL DEVICE Filed sept'. 29, 195o s sheets-sheet s IN V ENTOR.

Patented July 7, 1,953

SEMIAUTOMATIC IGNITION CONTROL DEVICE Oswald Gaglio, Nice, FranceApplication September 29, 1950, Serial No. 187,543- Y f .In FranceSeptember 30, 1949 It is convenient to resort to the reduction inpressure in the gas intake of an internal combustion engine 'forcontrolling through a piston s claims. (01.123-117) 2 like equivalentmember that is submitted to no elastic pressure beyond that due to thedepres- Y sion inthe engine and the movements of lsaid or. a diaphragm ahandle adjusting the timing ofthe ignition or a movable plate Yhousedin-A side the Delco ignition: means for adjusting same. v c

Such prior devices were actuated by the reduction in pressure provided.by the suction exerted by the engine onthe carburetter and their con,-

nection with the latter was located a few millimeters ahead ofthethrottle valve in its closed position.` Consequently, atthe :beginningof acceleration when the throttle valve has executed t 1/5 of itsstroke, the suctioniat the opening in the connection considered at amaximum. contradistinction, the remaining 4/5 of the stroke do not evenincrease the suction but, reduce it by three quarters as the enginepicks up. v

In other words, during a complete acceleration ofthe engine, thereduction in pressure in the connection is practically zero.Consequently the engines provided with a suction operated corrector forthe timing of'ignition will rattle under slow running conditions byreason of the exaggerated suction or else they are submitted to delay athigh speeds asthe reduction in pressure does not actrany longer.

.It is practically impossible to compensate the adjustmentprovidedvunder A'such conditions by providing the piston or diaphragmwith a regula-r tor spring as if its actionuhad for its result as lesserreduction in pressure at low speeds, and

Inv

consequently a less advanced ignition,`it cannot provide a more advancedignition at high speeds.

vancedignition Vthat is synchronous with the Y stress required from theengine. As a matter of fact, the synchronizing spring-on4 whichY theengine exerts its rsuction',y is extremelyA sensitive. Accordingvtogmypresent invention, the opera- On the other handandfthroughther to myinvention.

element are transmitted to the ignition timing means through anintermediary link that is held iloatingly between two extreme positionsby two antagonistic springs mounted between two stops carried by the endof the intermediary link on one hand and, on the other hand, acorrecting lever through which said link passesk Furthermore said linkand said lever correcting the stroke-limiting device are mounted insidea closed casing rigid with the casing of the Ymake and break gear.

In accompanying drawing: Y y f Fig. l vis a diagrammatic view of astabilizing device for the timing vo1 the ignition according Figs. 2 and3 show two modifications thereof.

f Obviously, the embodiments illustrated by way of a mere exemplicationmay be modified within the scope of accompanying claims. n

Turning to Fig.v 1, the carburetter 2 provided with a throttle valve 3is connected through the port I with a pipe 4 leading to the cylinder 5inside which may move a piston 6; vthe latter is urged towards theIbottom of said cylinder by a Y spring 'I submitted to an adjustablepressure by a screw 8 over which isscrewed a locking counter nut 6. The-head of the piston 6 is coupled through a link I0 with a lever IIpivotally secured at I2 and connected through a connecting rodI3 withadisc I4 for correcting the timing ofl ignition, said -disc I4 beingkeyed to the shaft I5 of the timing device I6 of the so-called Delcotype. I y

To the end of the'lever'v is pivotally secured a `stop I1 acting throughits bent end I8 on the counter nut forming the end of a strap I9pivotally secured 'to the lever Il through the rod 20 and a compensatingspring ZI engaging freely a vlongitudinal slot 2v2 in said rod 20.

y The strap I9 isA also pivotally secured through Y a link 23 with thelever 24-controlling the throttion Yof the arrangement may in apreferred embodiment include a piston, diaphragm or the tle valve intheI usual manner.`

The suction plate I4 providing for advanced ignition, said plate beingdriven in proportion with the rate of depression.

The piston 6 that is urged forwardly during its displacement is howeverstopped in its travel as the lever II carries along with it the stop I'Ithat is urged back by the strap I9 by reason of the pressure exerted onthe latter by the spring of the control or accelerator pedal actuated bythe driver.

By reason of the difference in lengths between.

the arms of the lever pivotally secured at I2, the

stroke of the stop I'I is double that'of the point of connection betweenthe piston 6 and the link I; as one i'lfth of the acceleration of thecarburetter as provided by the throttle valve 3 corresponds to a travelby mm. of the strap- IB, the shifting of the lever I I at the point ofconnection thereof with the piston is only equal to 2.5 mm.

In other words, the advance of ignition for one iifth of acceleration isonly one half that that would be obtained without the stabilizing systemdisclosed. Any other fraction of acceleration depending on the ratiobetween the arms of the lever may also be contemplated.

The auxiliary compensating spring 2l that is drawn along by its rod 20through the agency of an upper key and by the strap i9 is operative onlybeyond two fifths of the acceleration stroke. This provides compensationfor the lack of depression exerted on the lever I I controlling theplate I4.

In Figs. 2 and 3, the pipe 4 connected with the admission into theengine opens into the cylinder 5 inside which may move freely the piston6; the head of said piston 6 is coupled as precedingly with theconnecting rody controlling the disc :l controlling the timing ofignition and keyed to the camshaft I5 of the timing device.

The connection between the head of the piston S and the link IS isperformed through the agency of an intermediary link I0 sliding freelyinside an opening provided in the correcting lever II adapted to pivotround the point I2. The intermediary link I0 passes thus at a point ofits length through the lever II against which bear, on either sidethereof, two springs acting in opposite directions 26 and 1 engagingrespectively the head of the piston 6 and a terminal stop 3| carried bythe link Ill in the vicinity of the main link or connecting rod I3. Itis thus apparent that the link I0 is oatingly mounted with reference tothe lever II whereby it is possible for it to follow the movements ofthe piston 6 controlled by the suction applied to it andto oppose saidmovements to a slight extent.

The spring 26 forms thus a spring adapted to synchronise the advancedignition; it is submitted to the low depression in the engine and exertsits action freely and accurately without being disturbed by themechanical means controlled by the accelerator. On the other hand, thespring 'I forms a conpensating spring submitted to the mechanicalactionof the lever II when the depression is too weak. i

Furthermore, a connecting rod 23 controlled by the accelerator pedalacts, through the agency of the lever 33 pivotally secured to astationary point, on a compensating rod 2B adapted to shift, through theagency of the springs 2l and 2|', the correcting lever II through whichsaid rod 20 passes. The spring 2l forming the main compensating springprovides for compensation of the total depression exerted by the enginewhile the spring 2l or accelerating spring promediary link 4 vides foradjustment of the pressure exerted by the spring 2| on the compensatingor correcting lever II. Said lever II acts on the inter- IIl through theagency of the springs 'i and 26 described hereinabove so as to modifythe adjustment obtained.

The embodiment illustrated in Fig. 3 diers from that of Fig. 2 merelythrough the replacement of the piston 6 by a diaphragm or membrane Smade of rubberised canvas for instance, that is mounted and that acts inthe same manner as the piston 2. The operation of the arrangementillustrated in Figs. 2 and 3 is similar to that disclosed with referenceto Fig. l and it is not necessary to describe it any further; it

What -I claim is:

l. In a semi-automatic control system for the ignition timing mechanismin internal combustion engines provided with a carburettor including athrottle valve controlled by an accelerator pedal, the combination of ashiftable member submitted to the suction prevailing in the vicinity ofthe throttle valve, a link operatively connected with said member andcontrolling the timing mechanism, a correcting lever pivotally securedthrough one end to a stationary point and operatively engaging, at apoint of its length, the link connected with the first` member, acompensating lever, a floating connection between said compensatinglever and the free end of the correcting lever and means controlled bythe accelerator pedal and adapted to act on the correcting lever, andtherethrough on said link, in the direction corresponding to advancedignition when the 'throttle valve opens between a predetermined positionand maximum opening.

2. In a. semi-automatic control system for the ignition timing mechanismin internal combustion engines provided with a carburettor including athrottle valve controlled by an accelerator pedal, thecombination of ashiftable member submitted to the suction prevailing in the vicinity ofthe throttle valve, a link operatively connected with said member andcontrolling the timing mechanism, a correcting lever pivotally securedthrough one end to a stationary point and operatively engaging, underfloating conditions, at a point of its length, the link connected withthe iirst member, a compensating lever, a floating connection betweensaid compensating lever and the free end of the correcting lever andmeans controlled by the accelerator pedal and adapted to act on thecorrecting lever, and therethrough on said link, in the directioncorresponding to advanced ignition when the throttle valve opens betweena predetermined position and maximum opening.

3. In a semi-automatic control system for the ignition timing mechanismin internal combustion engines provided with a Carburettor including athrottle valve controlled by an accelerator pedal, the combination of ayshiftable member submitted to the suction prevailing in the vicinity ofthe throttle valve, a correcting lever pivotally secured through one endto a stationary point, a link operatively connected with said abovementioned member and floatingly secured to a point of the correctinglever, a connecting rod operatively connecting said link with the timingmechanism, a lever controlled by the accelerator, a compensating springYmounted between the correcting lever anda stationary point, anacceleration spring mounted between a point' correcting lever andtherethrough on the link floatingly secured thereto.

4. In combination with a mechanism for timv ing the ignition in internalcombustion engines provided with a carburettor including a throttlevalve controlled by an accelerator pedal, the pro- I vision of a membersubmitted to the suction prevailing in the vicinity of the throttlevalve, a

link operatively connecting said member with the timing mechanism, acorrecting lever pivotally secured through one end to a stationary pointand provided with an opening at a point of its 'length in which openingthe link is carried freely,

a synchronizing spring mounted Y between the member submitted tosuctionand the correcting lever, an auxiliaryl compensating spring insertedbetween the link and the correcting lever and acting in antagonism withthe rst mentioned spring to provide a floating mounting of the link withreference to the correcting lever, a lever controlled by theaccelerator, a compensating spring mounted between the correcting leverand a stationary point and an acceleration spring mounted between apoint of the accelerator-controlled lever and the correcting lever andacting in antagonism with last mentioned compensating spring on thecorrecting lever and therethrough Y on the mechanism-controlling link.

5. In combination with a mechanism for timing the ignition in internalcombustion engines provided with a carburettor including a throttlevalve controlled by an accelerator pedal, the provision of a membersubmitted to the suction prevailing in the vicinity of the throttlevalve, a stationary casing enclosing the member submitted to suction, alink operatively connecting said member with the timing mechanism, acorrecting lever, a pivot in the casing revolubly carrying saidcorrecting lever, a synchronizing spring mounted between the membersubmitted to suction and the correcting lever, an auxiliary compensatingspring inserted between the link and the correcting lever and acting inantagonism with the rst mentioned spring to provide a floating mountingof the link with reference to the correcting lever, a lever controlledby the accelerator, a compensating spring mounted between the correctinglever and a stationary point and an acceleration spring mounted betweena point of the accelerator-controlled lever and the correcting lever andacting in antagonism with last mentioned compensating spring on thecorrecting lever and therethrough on the mechanism-controlling link.

6. In combination with a mechanism for timing the ignition in internalcombustion engines provided with a carburettor including a throttlevalve controlled by an accelerator pedal, the provision of a chamberincluding a diaphragm submitted to the suction prevailing in thevicinity of lthe throttle valve, ka link operatively connectingcompensating spring inserted between the link l and the correcting leverand acting in antagonism withfthe rst mentioned spring to provide afloating mounting of the link with reference to the correcting lever, alever controlled by the accelerator, a compensating spring mountedbetween the correcting lever and a stationary point and an accelerationspring mounted between a point of the accelerator-controlled lever andthe correcting lever and acting in antagonism with last mentionedcompensating spring on the correcting lever and therethrough on themechanism-controlling link.

7. In an internal combustion engine, the combination of ignition means,a timing mechanism therefor, an input pipe, a throttle valve therein, amember submitted to the depression prevailing inside the input pipe inthe Vclose vicinity of the throttle valve, a mechanical linkage directlyand operatively connecting the last-mentioned member with the timingmechanism, a stationary pivot, a lever pivotally securedthereto andadapted to yieldingly lengage the last mentioned mechans ical linkage, acompensating member, means controlling simultaneously the throttle valveand the compensating member and a floating connection between saidcompensating member and Y the pivoting lever and adapted to constrainthe latter to act on the mechanical linkage inl the directioncorresponding to advanced ignition as soon as Athe control means for thethrottle member have overcome the resistance of said last- ,mentionedfloating connection. A

8. In an internal combustion engine, the combination of ignition'means,a timing mechanism therefor, an input pipe, a throttle valve therein, amember submitted to the depression prevailing inside the input pipe inthe close vicinity of the throttle valve, a mechanical linkage directlyand operatively connecting the last-mentioned member with the timingmechanism, a stationary pivot, a lever Vpivotally secured thereto, aoating connection between said lever and the mechanical linkage throughwhich the pivoting movement of the lever is adapted to shift saidlinkage in at least one direction of operation, a compensating member,means controlling simultaneously the throttle valve and the compensatingmember and a floating connection between said compensating member andthepivoting lever and adapted to constrain'the latter to act, through thefirst floating connection, on the mechanical linkage inthe directioncorresponding to advanced ignition as soon as the control means for thethrottle member have overcome the resistance of said last-mentionedfloating connection.

GAGLIO, OSWALD.

References Cited in the le of this patent UNITED STATES PATENTS NumberName Date 1,466,470 Dodson Aug. 28, 1923 1,962,931 Mallory v v June 12,v1934 1,969,682 Arthur Aug. '7, 1934 2,109,103 Cole Feb. A2.2, 19382,217,364 Halford et al. Oct. 8, 1940 2,493,582 Hunt Jan. 3,

y FOREIGN PATENTS f Number Countryv Date 168,381 Great Britain Aug. 29,1921

